Fluid-pressure-brake device for double-heading.



W. V. TURNER. FLUID PRESSURE BRAKE DEVICE FOR DOUBLE READING.APPLICATION FILED MAY 16, 1910.

1,078,017. Patented Nov. 11, 1913.

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WALTER v. TURNER, or EDGEWoonQPENNsYLvA IA, AssIeNoR TO THE WESTING-HOUSE AIR BRAKE COMPANY, or PITTSBURGH, PENNSYLVANIA, A CORPORATION OFPENNSYLVANIA.

FLUID-PRESSURE-BRAKE DEVICE FOR DOUBLE-READING.

Specification of Letters Patent.

Patented Nov. 11, 1913.

Application filed May is, 1910. SerialNo. 561,677.

To all whom it mag concern:

Be it known that I, WALTER V. TURNER, a,

citizen of the United States, residing at Edgewood, in the countyof-Allegheny and State of Pennsylvania, have invented new and usefulImprovements in Fluid-Pressure Brake Devices for Double-Heading, ofwhich. the following is a specification.

This invention relates to fluid pressure brakes, and more particularlyto a brake aptrain. In such cases the brakes are usually controlled bymanipulation of the brake valve on the head or leading locomotive andwhere a combined automatic and straight air brake equipment is employed,means have heretofore been provided whereby the automatic brakes'on thesecond locomotive may be controlled by the brake valve on the headlocomotive by varying the train pipe' pressure in the usual manner. I,

The principal object of my invention 1s to provide means whereby thebrakes on two or more locomotives, motor cars, or other power unitscoupled in a train may be controlled from one locomotive either bystraight air or automatically. V

Other objects and advantages will be'referred to in the following moredetailed description of my invention.

In the accompanying drawing the single figure is a diagrammatic view ofthe air brake equipment for two locomotives or motor cars coupledtogether, with my improvement applied thereto. 7

It may be stated at the outset that while my invention may be employedwith various other types of combined automatic and straight airapparatus, the same is more particularly adapted to be employed inconnection with a brake equipment having the feature of maintaining thebrake cylinder pressure at any predetermined degree, suchas theso-called ET equipment as shown in The Westinghouse Air Brake Gomp'anysinstruction pamphlets Nos. 5025 and 5032.

According to this application of my invention, as shown in the drawing,a distributing valve device 1 is provided on each locomotive or motorcar, having the usual branch pipe connection 2 to the train pipe 3.

Each locomotive is provided with' an engineers automatic brake valve andan independent brake valvefor-controlling the operation of thedistributing valve device, the

latter comprising in its essential features, a

movable abutment 4; subject on one side to brake cylinder pressure andon the opposite side to the pressure of an application chamber 5 forcontrolling a brake cylinder application valve. 6 and brake cylinderrelease valve '7, a'ndan automatic valve device ,8 cperated byvariations in train pipe pressure for controlling the supply and release01": air to and fromtheapplication chamber 5. The pressure in theapplication chamber may also be controlled by means of theindependentbrake valve, so that the brakes may be operated eitherautomatically or bystraight a1r. I

I The brake cylinder supply and release pipe 9 leads to brake cylinder10, it bei ng' understood that all the brake cylinders on the locomotivemay be connected to the pipe Interposedinthe pipe 91s a valve device 11comprising a casinghaving a piston chamber 12 containing a movableabutment 13 and connected to the train pipe 3 by a pipe 1 1. Theabutment13 operates a slide valve 15 contained in a valve chamber 16,

the distributing valve end of the pipe 9 open- .ing into said valvechamber. The casing also has a chamber 17 containing a double seat ingcheck valve 18- a'dapted in one seated position to open communicationfrom a passage 19, leading to the seat of the slide valve 15, to thebrake cylinder end of the pipe 9, and in its opposite seated position toopen communication from a'branch pipe 20 to the pipe The branch pipe 20opens into a pipe 21 adapted to be connected by the usual .fleXibleconnection to a second locomotive.

A branch pipe 22, also connected to the pipe 21 andcOntaining a cut-outcook 23, opens into-a passage 24 leading to the seat. of the slide valve15. The slide valve 15 is provided with a cavity 25 adaptediin thenormal position of the valve to connect passage 19 with a passage 26opening'to the atmosphere.

In operation, thecock 23 on the-locomotive from which the brakes are tobe controlled, is opened and the other cocks 23 are closed. The movableabutment 13 is normally maintained at its inner position by train pipepressure admitted through anapplica-tion of the brakes the automaticengineers brake valve may b e rnanip11lated to 7 effect a reduction intrain pipe pressure and thereby, operate the automatiovalve device 8 tosupply fluid to the chamber 5 and through passage 27 to the chamber atthe outer face of piston 4. The a plication; valve 6 is then operated tosupply Enid from the main reservoir to the pipe 9, whence the air'fiowsthrough the valve chamber I6,

' passage 24;, and pipe 22 to pipe 21: and 3 thence through the branchpipes fo'n each locomotiveto check valve 'chamberfl'l. "The i oppositeside or the double check valve 18 is open to'theatmosphere through 1'9(and cavity 25 the slide valve 15, 'to

I atmospheric passage 26, so that thepressure flowing to the ch-amber 17from pip'e tainsthe check valve seated in the posit 11 closing thepassage l-9.- Air conse-- qu y fl-ovvs into the pipe 9 and thence to the'hiaiie cylinder 10' or 'thebrake cylinders which may bef'con'nected topipe 9'. It will he noted that air-is also sup flied to thebra-hecylinders on the other -ocomotive'soonnected to pipe 21 in thesame manner. A straighten applicationfmay be area-sab'y rampant-i on ofthe independent brake valve to supply air to the appliciati-onfchairibet5 and issupplied to the locomotive brake cylinders as in the case of.

-' amt-amass application; 'The brakes may be 1 leased in the us-mumanner either ant-0'- matieal ly or by 'o 'aeration of the independentctr-eke valve, air from the brake cylinderson each locomotive fioiving'throu h pipe 2-1-5a'nd branch-pipe -22 on the head oc'oihhtive to thedistributing valve portion of the p'ipe -9.

- dhuri ngitheusual-operations of applying 7 and releasing the brakes,the piston 13 is V passage 19 to valve chamber 16'. p r

' thereupon suppliedto checkva' lve 18, shiftriiotive is shi iited toemergency "position and full pressure is supplied to pipe 9-hy theaction of the piston 14%. The brake cylinder pressure on the inner faceof-p'is'ton 13 then.

exceeds'the excessively 10W train pipe pressure on the opposite fac -andthe piston 1'3 is consequently shiftedfon each locomotive,thereby-closing passage 24c and opening Air is 7 ing the to its positionclosing communieati en to pi e 20 and o'pening communication frornpassage 19 to the brake cylinder 'portion "of "pipe -9. Air 'is thussuppliedio the lo'rak'e cylinders in emergency on each 10cemotive b itso n distributingandesc'apebf air by the breaking of the pipe 2-1 isprevented b the action of branch pipe 14. it is desired to effect eachlocomotive or motor car Tom the air supply on such locomotive.

'Havn'ig no'W described my inventlon, What I clann as new and desire tosecure by Letters Patent, is:-

1. In a fluid pressure brake,the combination with a train pipe, of "avalve mechanism adapted to be operated both by a reduction in train pipepressure and by "other meansforsul'rplying air iroma source ottpressureto brake cylinders on a plurality of vehicles, and means for preventingloss of fluid from said brake cylinders upon a parting of the train.

v Ina fluid pressure brake, the combination with a train pipe, of a pipeline, a valve mechanism "on one vehicle adapted to be {operated both bya reduction intra'in pipepressure and by other means for supplying'fiuid through said pipe line to a brake cylinder on another vehicle,and means for preventing loss of fluid from the brake cylinder uponbreakage of said pipe -line.

8. =In a fluid pressure brake, the combine,

tion with a train pipe, "of a pipeline, a valve mechanism on one vehicleadapted to be operated both by a reduction in train pipe pressure and byother means for supplying Fflu'id through said pipe line to a brakecylinder on another vel'iiole, and means operating upon a parting of thetrain for supplying fluid to said brake cylinder and for preventing lossof fluid through said pipe line.

' l. In a fluid pressure brake, the combination with two or more powerunits connected up in a train, a fluid pressure brake equipment on eachunit 'havinga valve for supplying air to the brake cylinder,a movableabi'i'tment subject to 'the opposing pressures of the brake cylinder andan application bhamber, and means for supplying air to said 'ap'il-icatio'n chamber, of means controlled from one po'wer unit forsupplying air from said power unit to the brake cylinders on all thepower units.

5. In a fluid pressure brakeythe combination with two or morepowerunits'connected upin a 'train, a fluid pressure 'br'akecquipment oneachfunit having "a valve for supplyingai'r to the bra-kc cylinder, amovable abutment subject to the" opposing pressures of the brakecylinder and an application chamber, and manually operated means forsupplying air to said application chamber either by a reduction in trainpipe pressure or directly, of means operating upon manipulation of themanually operated means on one power unit for supplying air from saidpower unit to the brake cylinders on all the power units.

6. In a fluid pressure brake, the combination with two power unitscoupled up in a train and each equipped with apparatus operated by areduction in train pipe pressure for supplying fluid to apply thebrakes, of a pipe line through which air is adapted to be supplied bymanipulation of the apparatus on one unit to apply the brakes on theother power unit, and means operating upon a sudden reduction in trainpipe pressure for plosing communication through said pipe 7. In a fluidpressure brake, the combination with a plurality of locomotivesconnected up in a train, apparatus on each locomo-tive for controllingthe brakes including a train pipe and brake cylinder, of a pipe line,means under the control of the engineer on one locomotive for supplyingair through said pipe line to the brake cylinders on all thelocomotives, and a valve mechanism operating upon a sudden reduction intrain pipe pressure for closing communication from the brake cylinder tosaid pipe line.

8. In a fluid pressure brake, the combination with two power unitsconnected up in a train and each equipped with a train pipe, brakecylinder and a valve device operated by variations in fluid pressure forcontrolling the brakes, of a pipe line through which air is adapted tobe supplied from one unit to the brake cylinder of the other unit, avalve mechanism normally establishing-communication from the pipe lineto the brake cylinder on each unit-and operating upon a sudden reductionin train pipe pressure to close communication from the brake cylinder tothe pipe line and open communication for supplying airdirectly to thebrake cylinder on each unit.

9'. In a fluid pressure brake, the combination with a train pipe andbrake cylinder, of a valve mechanism for controlling the supply of airto the brake cylinder, a brake cylinder supply pipe, a valve forcontrolling communication from the valve mechanism to the brake cylindersupply pipe, and a piston subject to train pipe pressure for operatingsaid valve.

10. In a fluid pressure brake, the combination with a train pipe andbrake cylinder, of a valve mechanism for controlling the supply of airto the brake cylinder, a brake cylinder supply pipe, a valve forcontrolling commiuiication from the valve mechanism to the brakecylinder supply pipe, a piston sub 'ject to train pipe pressure foroperating said valve, and a double check valve device normallyafi'ording communication from the brakecylinder supply pipe to the brakecylinder and adapted upon a sudden reduction in train pipe pressure toclose communication between the supply pipe and brake cyl inder. V

11. In a fluid pressure brake, the combination with two or more powerunits connected up in a train and provided with apparatus forcontrolling the fluid pressure brakes, of means for supplying fluid fromone unit to apply the brakes on the other power units in service andadapted upon a sudden reduction in train pipe pressure to closecommunication for supplying fluid from said'unit and effect the directsupply of air to the brake cylinder on each unit.

In testimony whereof I have hereunto set my hand; WALTER v. TURNER.

Witnesses:

WM. M. CADY,

A. M. OLEMENTs.

Copies of this patent may be obtained'for five cents each, by addressingthe Commissioner of Patents, Washington, D. 0.

